Powertrain | Diesel International 2022-11

POWERTRAIN
AGNOSTIC
feeling
IAA: FPT Industrial, Cummins and Weichai - Bauma previews
PG: microgrid by Cummins, mtu, Isotta Fraschini 12V170 G -
Beyond Iveco Group - Boat Shows: SMM and Cannes
VADO E TORNO EDIZIONI
www.vadoetorno.com
www.diesel-international.com
www.dieseloftheyear.com
ISSN 0042
Press Register n. 4596 – April 20th 1994
Poste Italiane Inc. – Mail subscription
D.L. 353/2003 (mod. in L. 27/02/2004 n° 46)
Art. 1, subsection 1, LO/MI
DIESEL SUPPLEMENT
November 2022

HISTORY
+
S E R V I C E
+
S U P P O R T
+
TECHNOLOGY
+
D I S T R I B U T O R S
POWERTRAIN diesel-international.com
NOVEMBER 2022
GENERIC
ICE
H2 HYDROGEN
kWe ELECTRIC
GAS
FIND DIESEL INTERNATIONAL ON:
06
DIESEL OF THE YEAR
06. KOHLER KSD
Easy to maintain
ONROAD
14. IAA HANOVER
Hydrogen ICE: Cummins, FPT Industrial, Weichai
POWER GENERATION
18. ISOTTA FRASCHINI
12V170 G and IFuture
20. CUMMINS
Power Integration Center, Minnesota
24 ROLLS-ROYCE POWER SYSTEMS
PG Symposium, Friedrichshafen
28. MITSUBISHI
In Africa, with Linz Electric
CONTENTS
PREVIEWS
30. BAUMA MUNICH
Hatz, Kohler, Kubota, Liebherr, Yanmar, Volvo
EVENTS
34. IVECO GROUP
Beyond... the power of sharing
MARINE
38. CANNES YACHTING FESTIVAL
Electric, hybrid and methanol
CONNECTION.
IT’S WHERE THE REAL POWER LIVES.
There’s an unbreakable bond between John Deere products and
the people who choose them. It gives you the power to take your
equipment where it needs to go, with premium John Deere quality
standing behind you. And the power to work confidently knowing a
global network of more than 9,000 John Deere dealers are ready to
offer service and support whenever you need it. That’s the unique
connection you get with John Deere power.
JohnDeere.com/Connection
18
20
42. SMM HAMBURG
ABB, Baudouin, FPT Industrial, MAN, mtu, Volvo
BATTERY MANAGEMENT
46. BORGWARNER
For electric cars
47. MARELLI
Wireless Distributed BMS
COLUMNS
4. Editorial 8. Newsroom 10. Automotive 48. Techno
Editorial: Microgrids & Co.
“Microgrid, possibly ‘smart’, you who are so desired
and so frequently in the thoughts of so many,
who are you really?”
3

EDITORIAL
by Fabio Butturi
MICRO-GRIDS MACRO-WISHES
Credits are from “Rolls-Royce Power Systems”
Microgrid, possibly “smart”, you who are so
desired and so frequently in the thoughts
of so many, who are you really? And
what’s the buzz? According to Wikipedia,
“A microgrid is a local electrical grid
with defined electrical boundaries, acting as a single
and controllable entity. It is able to operate in gridconnected
and in island mode. A ‘stand-alone microgrid’
or ‘isolated microgrid’ only operates off-the-grid and
cannot be connected to a wider electric power system.”
If you google it, you can have hundred of different
answers. We experienced the opening of the Cummins
Power Integration Center in Minnesota, US. We attended
to PG Symposium by Rolls-Royce Power Systems in
Friedrichshafen, at the border between Germany and
Switzerland. We had a follow-up about industrial engines
roadmap with Isotta Fraschini Motori team, in South
Italy, to talk about the new 12-cylinder diesel engine.
The answer is unanimous: microgrids are of big interest.
Yes, the conjunctural phase is critical, the chill of winter
already seem to be upon Europe and Gazprom’s gas
taps seem increasingly gas tight. The need to optimise
the limited energy sources available therefore goes far
beyond the alarmism of climatologists and the claims of
the Greta generation. The idea of having enough biomass
to produce enough biomethane to replace natural gas,
we know, is pure utopia. Or an arithmetic dystopia. The
same arguments apply to HVO. However, the perspective
would change completely if one were to assume that
microgrids would be installed in every energy-intensive
power station, such as hospitals, schools and universities,
facilities and, why not, motorway service stations,
wherever possible. Also because microgrids are no longer
necessarily islands, at most clustered in archipelagos.
Also thanks to AI, IoT and 4.0, they communicate with
the grid, from which they can disengage as required.
Moreover, power outages are the order of the day, several
tens of thousands in California alone. And yet, at the
IAA in Hanover and Bauma in Munich there is talk of
electrifying everything, the European Union has banned
ICE from 2035, Tesla is the only paradigm to be declined.
One way only. Yet there is no shortage of wind or sun
on a large part of the planet. What’s more, microgrids
represent the crossroad of Western countries’ technology
with that of the Far East. No one has a magical stick,
but the gas price boom calls for immediate reaction and
equally quick follow-up action. Otherwise, be prepared to
wear very warm clothes and light many candles.
The power to bring you here.
4

DIESEL OF THE YEAR
#DIESELOFTHEYEAR #KSD #DIESEL #MAINTENANCE
KSD 1403TCA
EASY
TO
MAINTAIN
The Kohler Board of Directors has elected President and Chief
Executive Officer David Kohler to the additional role of Chair
of the Board, following the passing of Executive Chairman
Herbert V. Kohler, Jr. on September 3 at age 83.
Easy to maintain: a promise or
an adv claim? For Kohler it is
simply the best practice, and
therefore also applied to its latest
“son”, the KSD, Diesel of the Year
2022. We asked more details to Chris
Rector, Director, Aftermarket Parts
and Service, Kohler Engines.
Can we talk about the benefits of electronic
fuel injection? “Yes, specifically
with the KSD engine. The engine
has been designed to increase service
intervals. As an example, in particular,
attention has been given to the oil
deterioration allowing for a-500 hour
and even a 1000-hour service interval
with the relatively low volume oil
sumps. So, this is a bunch extended
oil change interval and the smaller
oil sumps also allow for the engine
compactness. Further, in addition to
the oil change interval, we have a
heavy duty Poly-V belt with a service
interval of 2000 hours. This is approximately
4 times longer than other
competitors in the market and it also
does not require periodic adjustment.
Once again, the standard oil filter is a
500-hour service interval where others
in the market are 250 hours, and
again we offer for the 1000 hour service
interval for the oil filter matching
the the oil itself service interval.”
I think it could be also a good idea in
the wish lists of your potential cus-
Chris Rector explains
Kohler’s “Easy to
maintain” programme,
also for KSD engines
tomers. “Of course, to reduce service
intervals means more uptime, which
means you’re you’re making more
money with the equipment versus
having the equipment in the shop.”
Does the low-pressure rail lead to
problems in terms of serviceability,
being able to digest even the most
impure fuels? “Our electronic fuel
injections with the electronic controls
on the fuel injection allows for
very precise metering of the fuel and
therefore controlling the air to fuel
ratio, helping to drive a a very low
fuel consumption without sacrificing
transient load response or machine
drivability issues. Ensuring altitude
compensation there is more power
available even in extreme altitudes
versus the industry standard of approximately
1% power loss per 100
meters above sea level for a naturally
aspirated engine. Basically, no derating.
However, by being low pressure,
our low pressure common rail system
does not have the same sensitivities
that a high pressure system does with
sulfur content as you talk about fuels
globally.”
Still about assistance, on such compact
applications, how much does the
absence of ATS impact? “The package
size has been an advantage of
Kohler engines for quite some time.
Since the launch of the KDI, minimising
the aftertreatment system has
benefited both service and engine
size. Indeed, the compactness has
increased because global standards
do not require an ATS below 19 kW.
According to our design, the KSD is
also compact in its muffler and over-
all package dimensions to ensure
continuity in dimensional interfaces.”
Can you “account” for the benefits
of accommodating multiple engines
within a container because of its
compactness, considering the maddening
shipping prices? “Yes, in fact,
the shipping costs have roughly increased
by about five times. We think
about the dimensions when it comes
to integrating the engine into the application.
Obviously, a smaller unit
means less space required for the engine.
This is a great advantage that is
not often talked about: thanks to the
small size, we can fit more engines in
a container. For logistics, this is an
advantage of between 15 and 20 percent.
A greater number of engines inside
each container, which obviously
reduces the shipping cost per engine,
which is also very important as shipping
costs have increased dramatically.”
Also in this vein, thoughts on the
advantages of minimized derating
at high altitudes, wiring, and rapid
load response. “KSD has a superior
performance by nature of the EFI
system and the fuel up to about 4000
meters (13,000 feet). It also comes
with a Pebble sensor assembly that
allows for accommodating existing
mechanical type control. We’re able
to respond to all sorts of load conditions
from various different types of
applications. But the way the engine
has been designed to allow for the oil
filter fuel filter dipstick to be changed
on the engine, it is really a critical
point because so many applications
are very tight.”
6
7

NEWSROOM
#INTERACTANALYSIS
INTERACT ANALYSIS
CHINA
TRUCK
& BUS
According to Interact
Analysis, in July 2022,
new energy vehicles
accounted for 7.5%
of total bus and truck
sales in China, up by 4.4
percentage points from
the same period last year
Interact Analysis is our never-ending
and accurate source of information
on the Chinese market. Shirly Zhu
and Jan Zhang provide us with
some basic figures. 16,793 units of new
energy buses and trucks were sold in
July, up by over 90% year-on-year,
those sales figures being second only to
June’s. The month of June saw a large
number of deliveries of new energy buses
and trucks which had been postponed
due to the pandemic, and this inflated
that month’s figures. Hence July’s slight
dip in the sales (-4% month-on-month).
6,546 new energy trucks were delivered
in July, up by 66% year-on-year.
Total sales reached 38,435 units in the
first 7 months, accounting for 46% of
total bus and truck sales. Heavy-duty
vehicle sales maintained high growth,
up by 114% year-on-year to 1,433 units.
Light-duty vehicles led new energy truck
sales, totaling 4,933 units, or a 75% share.
Registration of battery electric vehicles
increased by 62% year-on-year, holding
a 93% share in new energy truck sales.
356 fuel cell trucks were sold, of which,
light-duty trucks were the majority, accounting
for 72% of total fuel cell truck
sales. 123 units of hybrid trucks were
delivered. The top 10 OEMs together
accounted for 67% of total registrations
in July. Geely still topped the list
this month. Foton and Guangxi Auto
ranked second and thirdr espectively.
Dongfeng, which was third last month,
slipped to fifth place. Sinotruk entered
the top ten list, benefiting from its sales
of heavy-duty and light-duty trucks.
In July, new energy buses recorded
the highest monthly sales in 2022 –
10,247 units – an increase of 114% yearon-year.
From January to July 2022,
registration sales of new energy buses
numbered 44,955 units, a 42% increase
year-on-year. Sales of large-size buses
achieved their first growth since March,
almost doubling from last year. Medi-
um-size buses maintained their growth
momentum in June, up by 92% year-onyear.
Small-size buses continued to lead
new energy bus sales with a 125% yearon-year
growth, standing at 6,878 units,
or 67% of total bus sales. With the rollout
of demonstration projects, fuel cell
bus sales soared to 228 units – a near
45-fold increase. Hybrid buses sales fell
15% year-on-year to only 73 units. The
top 10 OEMs held a combined share
of 86% of sales in June. Thanks to the
hot sales of light-duty vehicles, Geely
still ranked first, King Long Motor and
SAIC Motor took the second and third
positions, respectively.
An estimated 1.8 GWh of batteries
were installed in buses and trucks in
July, up by 97% year-on-year. CATL
dominated the market with a share of
over 70%. Drive motor installations
increased by 92% to nearly 16.8 thousand
units in July. The largest supplier,
Wolong, with productsmainly supplied
to Geely, accounted for over 15% of total
motor units installed in the month. In
July, thanks to a surge in fuel cell truck
and bus sales, 584 fuel cell systems were
installed. SinoHytectook a strong lead in
the supplier ranking with 365 units sold.
C
M
Y
CM
MY
CY
CMY
K
8

H2 - ONROAD
ENI
THE FIRST
ATOM OF A
CLUSTER
Behind life’s
every moment
For 90 years we’ve provided dependable power for over
22 million machines. Today, our solutions continue to power
livelihoods, build communities and grow businesses.
Visit us at
Stand number
A4.336
ENI has chosen the hinterland of
Venice to inaugurate its first hydrogen
plant with two supply
points and a capacity of over
100 kilos per day. Ideally, this is the
first step towards the creation of an
infrastructure that meets the needs of
the two main European manufacturing
hubs (Bavaria and Baden Württemberg
in the north, and the north-eastern
quadrant of Italy in the south).
ENI pursues a holistic view in terms
of energy vectors, despite not being
“in love” with the colour of hydrogen,
unless it is decarbonised, and has
identified the Po Valley as the right
cluster, considering heavy automotive
as a fertile application shore for
hydrogen. The countdown has begun
and the chase for this energy vector
starts right here, with the blessing of
the Lion of St. Mark. Giuseppe Ricci,
Energy Evolution General Manager
at ENI: “We are at the starting phase,
through technical gas suppliers. In the
future there will be electrolysers. It
is a mixed model, we are not in love
with the colour of hydrogen (blue,
brown, grey, green, editor’s note), the
most important thing is that it is decarbonised.
The hydrogen from this
station will be available for refuelling
ENI opened a
hydrogen station
near Venice, the
first of a cluster
that will link up with
Southern Germany
both light and heavy vehicles. If, as it
seems, the metropolitan city develops
hydrogen-powered public transport,
we will be ready to build the necessary
service stations”. As confirmed by the
mayor, Luigi Brugnaro, the Venetian
multi-utility company, ACTV, will
commission 95 hydrogen-powered
buses. Ricci continues, “hydrogen is
the cornerstone of a system, it is the
molecule with the highest energy density
and must be exploited to the fullest
both for mobility, as it does not
suffer from the long refuelling times
and typical low autonomy of the electric
alternative, and for the most energy-intensive
industries. In Marghera
we will build three reforming plants,
which will soon be equipped to capture
CO 2
and pipe it into the Ravenna
site. A huge reserve of blue hydrogen
www.perkins.com
10

H2 - ONROAD
#ENI #ITALY #TOYOTA
TOYOTA: AN HYDROGEN HUB?
Toyota Motor Italia is part of this operation and will put at
least 10 Mirai on the road. Toyota is gaining a central position
at the intersection of the various candidate applications
for hydrogenisation. Fuel cells for the Mercedes e-Citaro, the
FC2 rail (a reaction to the hydrogen train signed by Alstom
and Cummins), the agreement with Isuzu and Hino. The one
with Parker. The nautical industry, with the REXH2 module
and the collaboration with Yanmar.
Luigi Ksawery Lucà, CEO of Toyota Motor Italia, confirms:
“Toyota pursues a multi-technological approach by trying
different paths to achieve low and zero emissions. This Eni
station represents us, because it includes the charging for
battery-based electric vehicles, the hydrogen refuelling and
traditional fuels. Mirai welcomes its second generation,
which can be charged for a 650-kilometre autonomy in just
5 minutes, and costs like an electric car.”
Does Toyota plan to increase its presence in the last mile?
“At this stage our goal is to provide the technological solution,
that is the fuel cell. We have a partnership with Caetano
Bus, in that case the fuel cells are from Toyota. We also
have a second partnership with Mercedes. Our idea is to
meet the needs of road transport more and more.”
3
2
1
Ready to Go!
Kubota Micro Hybrid Engine
Visit us: A4.327
for industries and service stations.
We will build more stations, we will
take part in the hydrogenisation of the
Italian and, hopefully, also European
network, and depending on the model
of the service station we will supply
it with gas, either by tank wagon
or by electrolyser. As for Italy, Europe
has set a target of 270,000 tonnes of
hydrogen per year for transports in
2030, which could double in light of
the REPowerEU, thus hundreds of stations,
even larger than this one, will be
needed. The quality of the materials is
paramount, requiring only stainless
steel. Storage has to be at 1,000 atmospheres,
and its supply cannot be at
more than 700 atm. We therefore need
technologically prepared players,
such as ENI.”
What are the future prospects in light
of the decarbonisation goal to be
reached by 2035?
Ricci replies. “It is a very important
challenge that we face with a holistic
approach, making all energy vectors
available, so that our customers will
be able to choose according to their
convenience and type of transport.
The electric option is very good for
light transport and short distances,
so much so that our standard offers
high-power charging stations. Traditional
fuels are fine to ensure the continuity
of the existing fleet. They will
gradually diminish, but there are currently
38 million vehicles circulating
in Italy, mostly powered with petrol
and diesel. Compressed and liquefied
gas is good too, and we are changing
it to biomethane, with 22 plants producing
biogas, to which we intend to
add new ones. Our goal is to reach
200 million normal cubic metres of
biomethane per year in five years,
which will supply our service stations.
Hydrogen is in addition to biofuels,
which from the first of January we will
also sell in their pure form, with the
same level of decarbonisation as an
electric vehicle, but using traditional
engines and infrastructure. Hydrogen
currently costs more than 10 euros
per kilo. A vehicle like Toyota Mirai
travels about 100 kilometres with one
litre, equivalent to 6/7 litres of diesel,
so all in all it is not too expensive, also
thanks to the absence of excise duty. I
believe that in about ten years hydrogen
will become competitive. Vehicles
will continue to rely on different fuels:
electric, hydrogen, biomethane, LNG,
petrol, diesel, biofuels.”
Economical solution for short-term high loads
The Kubota Micro Hybrid engine is equipped with a 48-volt motor generator and provides up to 10 kW of additional
electrical power to match short-term infrequent high loads. This allows customers to select an efficient engine with
an output power matching the lower and medium load demands frequently used. Applications already equipped
with a compatible Kubota engine can be converted retrospectively.
• Simple, easy to install system
• High torque, direct response
• Lower operating costs
global.engine.kubota.co.jp/en/technology/microhybrid
12

AUTOMOTIVE
#IAA #HANNOVER #TRUCK #BUS #LCV #MERCEDESTRUCKS
IAA HANNOVER
I WANT
TO BE
GREEN
MERCEDES-BENZ TRUCKS
eActros is the first full electric truck developed by
Daimler Truck for long haul transportation. What’s
new, as for the truck technology, mainly deals with
the batteries, made of lithium iron phosphate cell
technology (LFP), ensuring long service life and more
usable energy, as stated by Mercedes-Benz Trucks.
As for the powertrain, three battery packs provide an
installed total capacity of over 600 kWh. Two electric
motors, as part of a new e-axle, generate a continuous
output of 400 kW and a peak output of over 600 kW.
In addition to the tractor unit, Mercedes-Benz Trucks will
also produce rigid variants of the eActros LongHaul right
at market launch. The aforementioned LFP batteries are
characterized, above all, by a long service life and more
usable energy.
The batteries of the
production eActros
LongHaul can be
charged from 20 to
80 percent in well
under 30 minutes
at a charging station
with an output of
about one megawatt.
The reference to Queen’s hit
is practically a must. In Hannover,
Freddie Mercury’s voice
dissolved in the frenetic previews
of electrification, announced,
and hydrogenization, advocated. Especially
OEMs, both truck and bus,
have rushed towards these two directions
of decarbonisation. Among
the engine manufacturers, on the
other hand, represented on this stage
by Cummins, FPT Industrial and
Weichai, things were not exactly like
that. Cummins and FPT went out of
their way to present an agnostic platform.
What does this mean? That electric
motors and fuel cells are definitely
the future, not even a remote one,
but in the short to medium term why
not turn an “old-fashioned” engine
block to a multifuel approach? So, we
at the IAA. The casing has changed,
the more futuristic Cursor X capsule,
but the tasks and mission have been
transferred to the more conventional
13-litre with crankcase, flywheel, cylinders
and the entire ICE aesthetic and
technological equipment. The diesel
version delivers e up to 600 hp (441
kW) and 2850 Nm, resulting in +5%
power and 14% torque compared to
the current Cursor 13 model. The
methane version delivers up to 520 hp
(382,4 kW) and 2500 Nm resulting in
+13% power and +25% torque compared
to the current Cursor 13 Natural
Gas. CO 2
emissions reductions stand
at 9% for the diesel unit and 10% for
the methane model, but the latter can
achieve net-zero CO 2
emissions when
fueled by biomethane. The XC13 will
be ready for Euro 7 with a few upcan
start from the Italian company.
This story begins in 2018, at the CNH
Industrial Village, in Turin. At Tech
Day, FPT Industrial announced the
Cursor X, a multi-power, modular and
multi-application concept. That was
the big bang of the XC13, unveiled
The three engine
kingpins at the IAA
were Cummins, FPT
Industrial and Weichai.
In common they have
hydrogen for the
ICE, fuel cells and an
eye on Euro 7 future
regulations
grades. Braking power also achieves
a +29% increase on the diesel version
(up to 530kW at 2300 rpm) and
a +300% on the methane model (up
to 245kW at 2300 rpm). Last but not
least, both versions are significantly
lighter: -10% (100 kg) for diesel and
-10% (80 kg) for the methane model.
This weight reduction is due to the
Compacted Graphite Iron casting for
the cylinder head and block, reducing
wall thickness while improving thermo-mechanical
strength. According
to FPT Industrial, economic and environmental
sustainability is improved
by enhanced combustion efficiency,
thanks to a new fuel injection system
and higher peak cylinder pressure,
reduced friction, down speeding and
new divided-flow turbo, auxiliary
equipment management, and by FPT
Industrial’s proprietary software for
integrated combustion and ATS control.
“The evolution of a carbon-based
economy into a new, sustainable circular
economy is perhaps the greatest
technological challenge of the industrial
era,” adds Sylvain Blaise, President
of the Iveco Group Powertrain
Business Unit. “And as producers of
propulsion systems we are at the core
of it.”
And now we move the the adjacent
pavillion, where Cummins’s podium
hosted the speech of Jennifer Rumsey,
President and CEO since August. “We
power some of the world’s most demanding
and economically vital applications.
There is no single technology
that will work for all of our customers.
We must advance solutions in a way
that secures a sustainable future for
the industries that keep the world running.
That’s why we have developed a
company with the broadest range of
ultra-low and zero-emission technologies
dedicated to the commercial vehicle
industry,” she said. Cummins had
its fill of alternative solutions: the electrified
axles, heirs to the Meritor acquisition;
the fuel cell (it is the fourth-generation
hydrogen fuel cell engine.
Designed to meet the duty-cycle, performance
and packaging requirements
of medium- and heavy-duty trucks
and buses, the fuel cell technology is
available in 135 kW single and 270
kW dual modules) and a Lithium Iron
Phosphate (LFP) battery. In addition
Cummins exhibited the first fruit of the
agnostic platform, the 15-litre engine,
and the X10, correctly identified as the
“next generation diesel”, which claims
14
15

AUTOMOTIVE
#CUMMINS #FPTINDUSTRIAL #WEICHAI #RENAULTGROUP
RENAULT GROUP: ‘elec’TRAFIC
at both upstream and downstream
positions. The 10 liters diesel engine
allows a compact installation for vehicles
across the 26-to-44 ton GVW
range focused on maximizing payload,
as well as low-cab trucks for urban operations.
The X10 design incorporates
a similar fuel-agnostic capability to
that of X15, with the potential to offer
hydrogen and biogas versions.
The triad of engine makers at the IAA
is completed with Weichai. Apart from
the usual difficulty in finding information,
the stand proved adequate for the
challenges of Fit for 55. We finally saw
the engine of record, the WP13H. This
is the 6 dylinder (BxS 130x162 mm),
13-litre diesel engine that achieved
51.09% efficiency, in synergy with
Bosch, who supplied the 2500 bar
common rail and control unit. An efogas,
the X15N will offer ratings extending
from 400-to-510 hp (298-380
kW) with a peak torque of 2500 Nm
available. Using an LNG high-storage
capacity system, a heavy-duty tractor
is capable of achieving a range of over
1000 kilometres.
The next generation X10 diesel engine
is equipped with XPI common rail system,
a four-handed score conceived
and played from the beginning by
Cummins together with Scania. Across
a 320-to-450 hp (240-335 kW) ratings
range and a peak torque of 2300
Nm, is equipped with with the new
Heavy-Duty Compact Cross aftertreatment
system. HDCC is a modular system
incorporating dual-SCR together
with a twin-dosing system for precision
injection of the AdBlue emissions
reduction fluid into the exhaust gas,
to be ready for Euro 7.
What, concretely, does this agnostic
platform actually consist of? There is
a common base engine with cylinder
heads and fuel systems specifically tailored
for the X15H to use carbon-free
hydrogen and for the X15N to use biogas
with up to 90% carbon reduction.
With X15H ratings up to 530 hp (395
kW) and X15N ratings up to 510 hp
(380 kW) and a peak torque of 2600
Nm, they are ideally suited for trucks
up to 44-ton gross vehicle weight
(GVW). The X15 advanced diesel can
use either sustainable HVO fuel or
B100 biodiesel with ratings up to 650
hp (485 kW) for the most demanding
heavy haul duty-cycles. H2-ICE powered
heavy-duty trucks will be able to
fully refuel in just 15 minutes. For truck
applications powered by renewable bi-
ficiency level with a strong symbolic
value and practical effects, in terms of
homogenization of the comburent in
the combustion chamber. Scania also
announced this milestone in the truck,
with the Super engine platform (also
initially calibrated with the 13-litre).
Weichai has also aligned itself with
its Euro-American competitors, with a
15-litre hydrogen ICE. The 6-cylinder
WP15H2 engine (BxS 136x167 mm),
delivers 390 kW at 1700 rpm amd 2500
NM from 950 to 1350 rpm. According
to the Chinese company, stepless regulation
of hydrogen rail pressure can
be realized by the electronic pressure
regulator, each cylinder injects fuel
independently. The H2 rail cavity is
directly connected with the hydrogen
injector to improve the transient injection
response.
The comet of Hanover was electrification and Renault Group certainly could not
deviate from the astral indications. What better stage, after all, for the epiphany
of the Trafic Van E-Tech Electric? The most popular among professional vehicles
with the lozenge on the nose closes the electric triangulation with the Kangoo
and the Master. The most obvious curiosity concerns autonomy. A mortgage
on every electrical application, regardless of payload and mission profile. The
Traffic comes with a credible expectation, which projects it into the coveted
dimension of the last mile. To close the circle, could we hypothesize an electric
Trafic, for (almost) zero kilometer deliveries, and autonomous driving? In this
regard, a statement by Heinz-Jürgen Löw, from February 1 st at the head of
light commercial vehicles (LCV) of Renault Group, seems appropriate. Löw,
who comes from Volvo, Renault Trucks and the Volkswagen group, has clearly
stated that autonomous driving was thrown into the public opinion and to the
professionals themselves in a probably hasty way. “It will certainly assert itself”,
said the Senior Vice President, Renault Brand, Light Commercial Vehicle, “but in
a longer time than expected”. In any case, the Trafic E-tech Electric promises a
range of 240 kilometers, in accordance with the WLTP (Worldwide harmonized
light vehicles) cycle, equipped with a 90 kilowatt engine, standard units of
synchronous and asynchronous (literally, they are 122.4 horsepower) and the 52
kilowatt battery pack. And in terms of performance? The towing capacity is 750
kilos, for a load capacity of 1.1 tons. It is presented to admirers in the 5.08 meter
version and in the increased version, equal to 5.48 meters, for a useful height
of almost 2 and 2.5 meters (to be picky, 1,967 and 2,498 meters). To deduct the
useful volume, consider a load length of 4.15 meters, which in the L2 version,
with the door for the “long load”, has an opening in the bulkhead. The option
with a cab floor should not be underestimated. The result is a load volume (in
van mode) ranging from 5.8 to 8.9 cubic meters. To complete a hypothetical
appendix of FAQ, the final question is about the methods of recharging, which
literally goes into three. This “pure and hard” single-phase alternating current
electric has an alternative: to the 7 kilowatt supply, for conventional household
sockets alongside the 22 kilowatt one, by attaching itself to public columns.
Finally, the third mode, direct current, on request, for fast charging in the
motorway network, which allows you to revitalize the battery status indicator
from 15 to 80 percent in about 50 minutes.
16
17

POWERGEN
#ISOTTAFRASCHINI #IFUTURE #12V170G #PHOENIX #FINCANTIERI
ISOTTA FRASCHINI MOTORI
12V170 G
AND R&D
HOUSE
At the Isotta Fraschini Motori HQ in Bari, solar PV of about one thousand kWh
will be installed, which will switch heating and air conditioning off from fossil fuels
from the beginning of 2023.
lously taking care of for the 16-cylinder.
We are able to deliver the engines
within two months at the latest, with
the possibility of ready stock as well.
The 12-cylinder is aimed at the same
applications as the 16, with modularity
of the large majority of the components,
since it is the removals of four
cylinders, therefore maintaining the
power line, front and rear end, rep-
Isotta Fraschini
Motori, Fincantieri
Group, is moving
ahead with its IFuture
program. The R&D
centre (CIS) and the
12V170 G are ready
At Isotta Fraschini Motori, the
IFuture project goes on. The
CIS, the innovation and development
centre, is fully operational
and the 16-cylinder has a “little
brother”, the 12-V diesel engine. We
sit down with Giovanni Bruni, the
COO of the Fincantieri Group company,
Maurizio Bianco, Sales Manager,
and Piero Violante, CIS Program
Manager. Bianco: “The 12V170 G
confirms the program that we started
in October 2021 in the industrial
scenario. The available power settings
have been extended, including
for the 16-cylinder, with some more
specific configurations, suitably engineered
for the 16 and replicated on
the 12-cylinder, which will be available
from the end of this year. Prompt
delivery is something we are scrupulicating
the same interfaces, both for
continuous and emergency use.”
Smart grids are very much “cuddled”
by engine manufacturers,
as our reports from Cummins and
Rolls-Royce prove.
Bruni: “The need for energy is growing
much faster than the ‘grid’ was
‘smart’. To make any business grow
you need investment. The old grid concept
cannot withstand the speed imposed
by the current model of investment
and technological development.”
Let us recap the stages of IFuture.
Bruni: “In the first instance we put the
16 industrial cylinders on the market,
then the 12. We completed the
32 recruitments of engineers within
the first months of the year, and we
are at an advanced stage of training
and resource allocation. The CIS, the
training and development centre, the
container for this work group, is also
now operational.”
On the topic of CIS, the innovation
and development centre, Piero Violante
spoke. “We have developed
the common rail versions for marine
applications, to leverage economies
of scale, due to cost reductions, and
transferred the benefits optimized in
industrial to commercial marine. We
have pursued significant improvements,
also in remote monitoring
logics, which will soon be tested on
a platform for a market release, with
the utmost attention to cybersecurity,
in partnership with our parent company,
Fincantieri.”
Piero Violante again speaks on the
V170 G. “The first 16-cylinder engine
will perform 3,000 hours to check
that all components comply with the
quality level required by Isotta Fraschini,”
he points out. “As of today
(22 July 2022, ed.), after performing
both bench test hours in the 1,500
and 1,800 rpm versions, including
800 continuous hours in the genset
version, thanks to the collaboration
of the genset manufacturers, we have
disassembled the engine. We carried
out a series of inspections, down to
the crankshaft level, and reassembled
it to complete the cycle at 1,800
rpm, for another 800 hours, and thus
gained an overall view.”
Now let’s talk about Phoenix, which
in Isotta Fraschini’s vision stands for
an 8-, 12- and 16-cylinder engines
platform, with a layout designed together
with FEV. “We will be ready to
release the data sheet of the top of the
range, the 16-cylinder, which we will
assemble by 2023. It will run conventionally,
on diesel fuel, and from this
we will develop hydrogen-only operation
engine. It will be aimed at applications
requiring power in the range
of 1 to 4 MW. Between diesel and hydrogen,
however, we do not rule out
gas versions, of which we will begin
single-cylinder tests”.
On the horizon there is a fuel cell to
be integrated on a system that will be
tested on a ship, in tandem with Fincantieri.
Finally, there is a proposal
for collaboration with the Singapore
Port Authority, for a hybrid system,
consisting of fuel cells, a ICE and
a battery pack, intended to equip a
typical commercial application with
cycles of use that lend themselves to
hybrid power, a tugboat.
18
19

POWER GENERATION
#CUMMINS #SMARTGRID #FRIDLEY #VERSATILE
CUMMINS FRIDLEY
POWER
INTEGRATION
CENTER
HYDROGEN ENGINE WITH VERSATILE
Cummins and Buhler Industries announced that they
have signed a letter of intent and plans to integrate
the Cummins 15-liter hydrogen engines in Versatile’s
equipment. Since 1967, Versatile has used Cummins
engines exclusively in all four-wheel drive tractors.
“While diesel engines continue to be the flexible power
of choice for the foreseeable future in agriculture, such
a collaboration enables both companies to develop
low and zero carbon solutions that are ideally suited to
farming,” said Adam Reid, Versatile’s Vice-President of
Sales and Marketing.
“Cummins has recently announced its plan to leverage
existing platforms and expertise in spark ignited
technology to build hydrogen engines. The high
commonality among engine components between
diesel and hydrogen leverages scale advantages for
OEMs, while delivering the reliability that farmers
need,” added Ann Schmelzer, General Manager, Global
Ag Business at Cummins.
Gary Johansen, Vice President - Power Systems Engineering and Project
Sponsor: “The PIC is the realization of a significant investment in engineering
technology and innovation that will impact how companies use and build power
systems to meet sustainability goals for a greener future.”
Google “microgrid” and you’ll
find hundreds of different results.
The link at the most
fundamental level consists of
sources, loads, and control. Additionally,
“we believe that a microgrid is
a type of electricity system that can
function, at least in part, independently
of larger grids”. So, can microgrids
help break Western economies from
reliance on CNG and fossil fuels? It
is increasingly believed that they can,
and at Cummins they have structured
themselves to meet the demands of
the market. The answer is called PIC,
Power Integration Center. Based at
Cummins Power Systems facility in
Fridley, Minnesota, the PIC is a facility
that allows for the configuration,
integration, and testing of power system
technologies including diesel and
riety of possible microgrid configurations.
The outdoor test area includes
five 500 kW test pads and two 2000
kW test pads, which can be connected
as sources or loads. Two 500 kW programmable
load banks allow for scenarios
to be run using real customer
load profile data, at up to 0.8 leading
or lagging power factor.
The significance of the PIC can be
gleaned from the words of Gary Johansen,
Vice President – Power Systems
Engineering and Project Sponsor.
“It has a very flexible structure
that allows us to quickly reconfigure
the control, the power connections,
and all of these systems to meet
changing market demands and customer
requirements,” Johansen said.
“This flexibility is something that you
really need to prove. PIC is completenatural
gas generator sets, photovoltaic
(PV) solar panels, battery storage
systems, fuel cells, transfer switches,
switchgear, and system-level controls.
The PIC spans 20,000 square feet of
lab space including an outdoor test
area, main switchgear room, electrical
mezzanine, and engineering control
room. Many different types of assets
such as generator sets, energy storage
systems, fuel cells, and inverters can
be brought in for testing in a wide va-
Cummins has opened
the Power Integration
Center, the “home” of
microgrids, at its plant
in Fridley, Minnesota
ly adaptable to a variety of energy
and power sources, as well as many
different types of flexible loads.”
For at least CE applications, could
the smart grid be used to convert ICE
in e-motors? “It depends on the load
profile of the CE machinery, what exactly
are the power needs, what kind
of energy is available, and how much
does it cost them to get that energy.”
Delivering the microgrids in a different
configuration each time at a different
time is challenging. And how
do you go about doing it throughout
the microgrids’ lifetime? You develop
when a specific chemistry that is now
available and a specific storage capability.
To accomplisch this mission, at
Cummins PIC three indoor switchgear
lineups connect the different assets
in the lab, as well as tie into the site
utility connection. A 500 kW permanently
installed roof-mounted PV system
is connected to the lab, as well as
PV and energy storage simulators for
testing various types of inverters. The
engineering control room includes
workstations where technicians can
access all elements of the microgrid
system, and work collaboratively with
customers and technical partners.
What about customization? Johansen
replies that “We invite clients to join us
for the research and learning, look at
trade-offs, optimize all solutions, and
also consider how they will need to
change in the future. We also engage
clients in codesign and the development
of commissions in a new site.”
And now we take you on a journey
through the three key areas of the centre.
Let’s start with the control room.
They explain us that the purpose of
this PIC is integration, research, development
and production test, testing
gensets, fuel cells, transfer switch,
battery storage system, for any type
of facility. “In a lab here we can connect
different sources in many different
combinations. We have a facility
we can reconfigure into in different
microgrid tipologies and power systems
layouts.” It was a chance to take
a closer look at the electrical diagram.
All the wires represent cable connections,
all the boxes, connecting different
assets we have in the lab. They
resume the micro-grid’s composition.
“We have two diesel generators right
now, a natural gas generator, two PV
roof top solar, connected to the lab,
we have a solar simulator, two batteries
storage systems, and we have a
20
21

POWER GENERATION
#INTEGRATION #NATURALGAS #DIESEL #HYDROGEN
ACOUSTICAL TECHNOLOGY CENTER
Cummins Acoustical Technology Center (ATC) located at the
Cummins Power System factory in Fridley, Minnesota, has
a hemi-anechoic sound testing chamber with the ability
to test and record precision-grade acoustical data from 20
Hz to 20,000 Hz… the entire range of the human auditory
recognition. Measuring 105 feet long, 80 feet wide, and
36.5 feet high, (around 32m x 24,4m x 111,2m) the ATC is
one of the largest of its kind in the world in diesel or power
generation business and exemplifies Cummins’ commitment
to innovation, precise engineering, and its dedication to
providing quiet products for a sustainable future. The team’s
commitment to innovation and precise engineering is reflected
in the construction of the ATC. Despite its massive size, more
than three-quarters of the materials used to build the center
have been recycled or salvaged. The building materials include
recycled or partially recycled metal paneling, fly ash concrete
and locally sourced material such as steel made from ore mined
in northern Minnesota. In addition, the center was built on a
site that qualifies as a brownfield redevelopment by the U.S.
Green Building Council.
battery simulator.”
And now we approach the microgrid’s
“thinking brain”. They note that
“since the average US home needs 1
kW, or $500 every pack, each pad has
facilities for diesel and natural gas,
as well as AC connections, control
commands, digital and analogue connections,
Ethernet and fiber. The major
goal of this space is to fully configure
these pads; everything in here
may be replaced tomorrow, and you
can simply use a forklift to transport
your assets and link them to ours”.
Pointing out step by step, panel by
panel they say: “We currently have
two rental 275 kW gensets over there
to my right, and directly behind me is
a 150 kW natural gas genset, despite
the fact that these pads are equipped
for 500 kW. All three generator sets
are manufactured in this plant. There
is a control system that regulates
communication with the engine ECM,
controls the voltage and frequency of
our start-and-stop sensors, and safeguards
the gensets. These gensets are
designed to be quickly installable at
the disaster relief side or at a temporary
function. The radiator system
and batteries are located in the back,
and here we have our voltage selector
switch so that this genset may run
at different voltages (three phase and
single phase). Currently, batteries
are still a significant component of
microgrids due to their capacity to
store electricity produced by sources
like solar and wind energy and
their quick response time to changes
in load. Therefore, over here to the
right, we have a 250 kW battery sys-
tem; it has a 500 kWh battery system
and can provide that much power for
up to two hours. The batteries themselves
are housed in these two cabinets,
which also house the inverters
and controllers. A 125 kW battery
system with 250 kWh is located lower
on the left and was created in partnership
with Cummins. We can create
a true power system out in the field
with all the assets running at nearly
the same power node because all
the assets on these pads are roughly
about the same power node.”
Finally, we go to the outdoor area,
where the generation and battery storage
systems are located. “We wanted
this space to be a place where you
could bring an incomplete product off
the production line and test it; these
pads allow you to install and run it
without a formal closure. We are able
to keep an eye on every aspect of
each of these assets. We had a few options
when deciding where to locate
the Power Integration Center, so we
worked closely with our acoustic engineers
to model how the wind direction,
speed, and temperature change
throughout the year affect how noise
travels across the site. This modeling
helped us determine the best location
for the power integration center on
our property. Because we wanted to
make sure we were good neighbors,
we actually sent engineers with microphones
to our neighbors’ living
rooms at the property line. This was
a crucial but unnoticed component
of the project. We built our acoustic
technology center, a $15 million investment
trust, through noise testing
that was previously conducted outside.
It is now completely closed, and
I believe it is safe to say that a university
marching band could safely
use the space. As a result, all of these
assets and investments contribute to
our sustainability strategy.”
Somebody asked “when will HVO
fuel be available for everybody?”.
“If you consider the carbon footprint
over the course of a person’s entire
life, it may not always be zero because
the source of HVO fuel varies
even if it is quite consistent. Additionally,
given that all of our clients’
on-site energy is wind, they might not
have access to fuels like HVO liquid,
which can be used as a direct substitute
for diesel. Accordingly, I believe
our mission is to take their available
energy and transform it into usable
power in the most cost-effective and
environmentally friendly manner
possible,” these are the premises.
“We have already released all of our
emergency standby products certified
to use full 100% HVO fuel; there
are no changes to the rating, performance,
or emissions. Our products
that run for a longer period of time
are already approved for 25% HVO;
we’re moving toward 100% as soon
as our field trials are complete. We
simply acknowledge that HVO is not
for everyone. Natural gas in your
pipeline is one solution, but you can
also obtain it from other things like
blending hydrogen and diesel. We
already see the potential for a natural
gas distribution network to inject
some percentage of hydrogen into the
mix with natural gas.”
22
23

POWER GENERATION
#MTU #FRIEDRICHSHAFEN #ICE #MICROGRID
ROLLS-ROYCE PG SYMPOSIUM
PROBLEM?
NO,
SOLUTION
MICROGRID VALIDATION CENTER
The Microgrid Validation Center in Friedrichshafen combines
different energy generation assets with storage and load to
enable validation of different stationary energy solutions.
In offgrid mode, the assets and control algorithms’ability to
maintain grid stability can be validated. In on grid mode, gridforming
functionality and the offering of grid services such as
frequency response can be validated and further developed.
Main Benefits:
Development and validation of new control algorithms &
technologie; Realistic show case for customers; CO 2
and cost
savings for factory.
Rolls-Royce Power Systems solution:
12V4000 Diesel 1300kW
12V4000L64 Gas 1300kW
EnergyPack 2000kVA/1000kWh
• PV 80kW
• Fuel Cell250kW
• Emulator (SMA) 2500kW
The business unit “Sustainable Power Solutions”, which was newly created a
year ago to deal with sustainable system solutions, is continuously expanding
its portfolio. One step in this direction was the complete takeover of the
previous majority subsidiary Rolls-Royce Solutions Berlin GmbH (formerly
Qinous), which forms the core of the Microgrid Competence Centre.
Rolls-Royce Power Systems believes
in the diversification of
energy sources. For instance,
they have invested in the smartgrid
pattern, meaning power generation
in a stable, predictable and efficient
mode. In Friedrichshafen, we have been
able to verify how many parameters the
mtu control system is capable of assessing.
But the PG Symposium, which we
reported on extensively in the September
issue, does not stop there. At mtu,
they do not forget that ICE, as Michael
Wagner, director product and solutions
management stationary business, says:
“it can be part of the solution and not
part of the problem”. And we begin just
with Wagner, an Austrian mechanical
engineer, almost a whole professional
life spent in Friedrichshafen, who spoke
about “Fuel Flexibility: Increasing the
Sustainability of Internal Combustion
Engines.”
“Speaking of renewable fuels, our diesel
lineup, including the 1600 and 4000 Series,
is completely released to run on EN
15940 fuels. The 2000 Series will follow
the next year, when we optimize the fuel
At the PG Symposium,
Rolls-Royce Power
Systems showcased that
ICE is not the evil but it
is part of the solution.
With HVO, biofuels and
hydrogen mixtures.
Finally, electrolyzers
in a glimpse
pump. The main topic of my talk will be
HVO. Based on our assessment of its sustainability
qualities, as well as its potential
to reduce CO 2
emissions from well to
wheel and improve performance, HVO
is a promising fuel. We compared diesel
and HVO soot emissions extensively
and we found a considerable reduction
in soot emissions across the entire power
range between 50 and 80%.”
According to ISO 8258-5-G3, Rolls-
Royce carried out extensive evaluations
of frequency, electric power, and voltage
and found no performance variations between
diesel and HVO. Transient behavior
is comparable as well. Also the storage
capability is much better compared
to fossile diesel fuel. “It’s a very important
feature for back-up installation”, according
to Wagner, “because the power
is used for few hours a year, you need a
big amount of fuel stored at site, and the
fuel consumption is lower because of its
positive chemical properties”.
In a nutshell, HVO is attractive because
of reduction of harmful pollutants up to
-80% soot (mg/m 3 ) and up to -8% ppm
NOx. It achieves the same performances,
in terms of maximum power, load
acceptance and consumption. Simple
drop-in fuel: no engine hard or software
adaptions necessary. Blends are possible.
No effect on service and maintenance
intervals: standard warranty conditions
apply. Hydrotreated Vegetable Oil has
a long storage capability. Global HVO
processing and co-processing volumes
will quadruple by 2025 versus 2020. Finally,
a few remarks on the feasability of
Otto Cycle. “In our road map,” Wagner
says, “we want to reach the 100% hydrogen
goal by 2025. Talking about LNG
marine engine, the challenge is that
the performance needs to behaves diesel-like.
The gas injection is cylinder individual,
before each inlet valve into the
compressed air. This enables us to have
a very dynamic operation.”
Rolls-Royce Power Systems developed
a conversion kit to retrofit natural gas
engines in 100% hydrogen operation engines
in the future when hydrogen will
be available. Hydrogen engine injects
fuel on the multiport injection valves
with a pressure in the range of 4 to 6
bars into the air coming compressed to
the turbocharger. In the chamber the
piston’s going up and down, nearly up
the spark when the ignition starts. The
fuel ratio of the lambda range is pretty
high. This is the way how they control
the combustion, using a lot of air to keep
the flame speed of the combustion under
control. The second key has to be a very
homogeneous mixture in order to have a
stable combustion of the hydrogen. The
German company expects to achieve
a mean effective pressure of the hydrogen
engine in the order of 40 bars versus
standard gas engines we achieve a mep
of 22 bars. It means that it will be a power
output reduction in a range of 40% in
the next step. “We’re confident that over
the time we’ll be in a position step by step
to stabilize the output of the specific hydrogen
ICEs at the current range of NG
engines,” concludes Micahel Wagner.
The fresh references to hydrogen allow
us to switch to Armin Fürderer, Director
Sustainable Customer Solutions. The
topic of his speech is “Hydrogen: The
Fuel of the Future”.
“We started with a 500 kW solutions net
for the PEM fuel cell container, but we
24
25

POWER GENERATION
#MTU #FUELCELL #HYDROGEN #ELECTROLYZERS
Stacks are designed to last a minimum
of 80.000 hours of operation. The water
consumption amounts to less than 1 liter
per Nm 3 H2. What about response time?
It is less than 10 seconds in both directions.
Hydrogen production features are
up to 680 kg/day operating at 40 bar
pressure, with a stack operating temperature:
80 degrees Celsius maximum.
Finally, let us now go into detail about
the architectures available for hydrogen
fuels. They started with FCD250, 65kW
per module, that they are not using anymore.
In the pilot phase, they use the
100 kW modules, which in 2025 will
be upgraded to 150 kW per module. “At
the moment we guarantee 10,000 hours,
but when we reach zero production we’ll
reach 25,000 hours end of life. We are discussing
with a customer a 1.5 MW solution
in order to test it in a scalable environment.
We need something is working,
especially in the storage site.” By being
operable under the open sky without any
infrastructure apart from hydrogen, the
standalone Fuel-Cell Demonstrator is
much more than a test bench. Equipped
with a static online-UPS system and Liion
batteries, the demonstrator can be
adapted for various different customer
use cases. Demonstration of new concepts
for modular FC system integration
will set the foundation for large scale PG
from PEM fuel cell technology.
now have a little bit more power options.
The first three generator units, which
have replaced diesel generators, will
be noticeable at the port of Duisburg in
April of the following year. They have the
same configuration as the diesel generators
they replaced and are essentially
replacements.” This is how Fürderer introduces
us to the topic, pointing out that
“as a result of conversations with customers,
particularly in the field of data
centers, that will no longer be the case in
the future. The future is DC grids; nothing
is now ready or on the market, but
we will be ready if the switch from AC to
DC occurs. This will be another benefit
of fuel cell and battery technologies.”
Hydrogen has a long-standing storage
problem due to its energy density. “Hydrogen
is essentially ten times lower than
natural gas and to achieve a similar vol-
26
umetric density, it must be compressed,
starting at 500 bar, to a size that allows
energy storage; the system is very expensive,
liquefaction requires 600 and more
degrees. A solution for small customers
is to store 1 tonne of hydrogen in a 40-
foot container, which brings 1.5 MW of
backup power in about 12 hours.”
Several companies in Europe have announced
that they want to create a decentralised
H2 network. Basically, they
install electrolysers powered by green
energy and place them in a storage area.
They want to bring the hydrogen as close
as possible to the customers, serving at
least the last mile or even through small
pipelines. “What will be the hydrogen
carrier in the future?” Fürderer asks to
the audience. The answer: “At the moment
it seems to be ammonia.”
In the first part of the report from the
Symposium, we told you about the
Hoeller Electrolyzer. To follow up on
what was written in the September issue,
we report some key improvements of the
1.5MW per stack technology: better connectivity
to reduce catalyst need; porous
transport layer, for having lower resistance
in order to increase power and efficiency;
bipolar plate, for the optimization
of the flow field to maximize power.
Following, some additional technical
information about the second generation
Prometheus L Stack (in the Greek
mythology Prometheus was the Titan
who stole the fire to give it to humanity).
The power consumption is up to 1.5
MW with approximately 312 cells, with
an active surface: around 1.180 cm 2 /cell.
Up to DC750Volt and 2.500 Ampere, the
AC power consumption at full capacity
is approximately 4,5 kWh / Nm 3 (stack).
Honing machine for
in-line or “V”
monoblocks
HONITECH
Mobile column type, replacement of a
monoblock while processing the other.
Control gauge with automatic recovery of
wear stones
Honitech S.r.l.
Tel: +39 02 6152662
Video links on honitech.net

POWER GENERATION
#MITSUBISHI #LINZELECTRIC #AFRICANMARKET #POWERPACK
MITSUBISHI & LINZ ELECTRIC
POWER
PACK
PLUS
MITSUBISHI POWER & EGYPTIAN H2
According to the company, Mitsubishi Power signed a full
turnkey contract with leading Egyptian O&G Company Alexandria
National Refining & Petrochemicals Company (AN-
RPC) to provide advanced hydrogen fuel conversion technology
solutions, supporting the company to achieve its
decarbonization goals. The solution will be installed at the
ARNPC refinery plant in Alexandria, which provides 30%
of Egypt’s gasoline supply for domestic consumption. Mitsubishi
Power will be responsible for the design, engineering,
procurement, construction, and commissioning of fuel
conversion solutions for the existing 100 ton/hour boiler,
enabling it to fire up to 100 percent hydrogen by the end
of 2023. This includes the installation of-the-art hydrogen
burner technology and advanced control solution to ensure
efficient and safe operations.
Paul Kaliski, Product Manager, MTEE G-Drive Engines: “MTEE operates
under the MHI Group Code of Conduct and Corporate Social Responsibility
guidelines. Basic principles of honesty, integrity, mutual respect and taking
responsibility for our actions are paramount to how we do business and, as a
group, we have continuing Sustainable Development Goals in relation to the
environment, society and governance.”
When you mention Mitsubishi,
in the environment of
the PG, your mind jumps
to the big powers. An
equation that also applies to the giants
of the sea. You say Mitsubishi and the
echoes reach back to the Middle East
Energy, Dubai. Perhaps not everyone
knows, however, that Mitsubishi has
an established partnership with Linz
Electric, which supplies the other
essential component: the alternator.
According to Mitsubishi Turbocharger
and Engine Europe, as part of its
strategy to support genset OEMs in
the African region, MTEE launched
PowerPackPlus product range,
equipped with Linz Electric alternator.
Four variants of the PowerPack-
Plus are currently available – 15 KVA
50 Hz Prime, 20 KVA 50 Hz Prime,
28 KVA 50 Hz Prime and 40 KVA 50
Hz Prime. In addition to the engine,
radiator and alternator, the Power-
PackPlus range includes intake, assembly
and connection kits, which
allow the OEM to tailor the specification
to match their needs.
Paul Kaliski, Product Manager,
MTEE G-Drive Engines, and Alberto
Azzolini, Linz Electric Sales Manager
alternators, answered some questions
about the cooperation between Mit-
Mitsubishi Turbocharger
and Engine Europe
launched the new
PowerPackPlus range
with Linz Electric
subishi and Linz Electric.
Why is the African market so important
for Mitsubishi and Linz
Electric?
MTTE: “The demand for generator
sets in Africa is continuing to grow
and MTEE would like to grow with it.
Mitsubishi is already an appreciated
brand in Africa and our products fit
the market needs of reliable energy
solutions that are easy to install and
maintain. More so than in Europe, the
demand for generator sets includes
the residential, commercial and small
to medium-scale manufacturing sectors
so we are tailoring our product
range for the African market and are
steadily expanding our dealer network
in the region.”
Linz: “Linz Electric have important
collaborations in Africa and we do
believe that for the future it will be
increasingly a key market for us. The
demand of electrical energy is constantly
expanding, and Linz Electric
want to be a part of the electrification
process in the African region”.
Why did you create the PowerPack-
Plus product?
MTEE: “The African diesel generator
set market is highly competitive with
many OEMs servicing the demand
from local production sites in Africa,
as it is more economical to carry
out the final assembly of the gensets
closer to the final destination. Furthermore,
some of the bulkier components,
such as base frames, supports,
fuel tanks, canopies etc., are even
more cost-effective to manufacture at
or local to the OEMs in Africa. However,
obviously, some items still need
to be sourced from further afield. The
PowerPackPlus takes the basic components
of a genset that are not fabricated
in-house, or easy to source
locally, at the African OEMs and
packages them as a single product
from a single supplier.
This simplifies the various processes
that surround these items, giving
benefits in order processing, customs
administration, transportation costs,
stock management and delivery coordination.
Regardless of sector or size,
efficient supply chain management is
vital for the success of any company.
Moreover, with the PowerPackPlus,
MTEE has undertaken some of the
technical analysis work for the OEMs
and streamline the aftersales support
processes. All of which enhances our
core business of providing powerful,
reliable diesel engines that are easy to
install and maintain.”
Linz: “In our opinion, it is really important
for the African OEM to deal
with just one contact for both the engine
and alternator. This will lead to
several advantages: being in contact
with only one supplier will end up saving
time and make the entire purchase
process easier, not to the mention the
fact that both engines and alternators
will be on stock together and ready to
be delivered. Additionally, the Power-
PackPlus will simplify all of the aftersales
processes as a result of the Mitsubishi
service network being able to
provide aftermarket support for both
engine and alternator.”
28
29

EVENTS
#BAUMA #HATZ #KUBOTA #KOHLER #LIEBHERR #YANMAR
BAUMA MUNICH
THE
ACID
TEST
LIEBHERR
Liebherr does not have a single formula for
decarbonisation. According to the German company,
they enhance the ICE and offer various hydrogen
injection solutions. The system approaches for port fuel
injection (PFI) and direct injection (LPDI) are based on
a common, scalable injector platform. To optimise the
operating performance of hydrogen-powered commercial
and construction vehicles, Liebherr is also developing
electric turbochargers. Air compression provides a higher
oxygen partial pressure and thus a higher power density.
The challenge on fully electrified or hybrid-powered
construction sites is operating machines at maximum
power, charging all machines during break periods, or
smoothing power peaks on sites with limited grid supply.
Liebherr meets these challenges by developing energy
storage systems with the highest power density, efficiency
and quality. The Liebherr-Werk Ehingen has been fuelling
its mobile and crawler cranes solely with pure HVO fuel
since the start of September 2021. In Europe HVO is also
experiencing a significant growth in demand in the area of
maritime cargo handling, which is particularly noticeable
in Great Britain and Scandinavian countries. Also in the
product segments Earthmoving, Mining and Material
Handling Technology of the Liebherr Group HVO is used.
cat; the iOntron e-mixer by Putzmeister;
an all-electric rough terrain
crane by Tadano; the 5055e allwheel
drive electric wheel loader
from Kramer-Werke. OEMs, then,
obeyed to the “electricity” com-
The Diesel cycle will
maintain its strategic
role in spite of any
“age limit” imposed
by the European
Union. At the Bauma
2022 we’ll see many
innovations by
Kubota, Hatz, Kohler,
Yanmar, Volvo Penta
By January, 10 months before
Bauma, 97 percent of the
available space had already
been confirmed by exhibiting
companies. The 2022 edition
of the show – rescheduled from the
customary springtime appointment
to the 24 th of October – has finally
come, but a first sneak peek at it was
offered well in advance to the specialized
press gathered at Munich’s
International Centre on the 21 st and
22 nd of June.
Of course, electric drives will be
under the spotlight. In a nutshell,
among the others we will see the
APU3050e, the battery-powered
reversible vibratory plate with a
direct drive by Wacker Neuson;
eight tandem rollers by Hamm; the
track-loader concept T7X by Bobmands
right at a time when this energy
commodity is made as crucial
as ever by scheduled blackouts in
European city areas – and not just
that. There are, however, tiny signs
of “resilience” – such a trendy word
in connection with internal combustion
engines now facing an acid
test after the European Parliament’s
death sentence.
So what’s new on the engine makers’
front? Before landing to Munich, we
already knew that Deutz and MAN
Engines were going to skip the date.
Kubota will present a brand-new
engine that borrows the features of
the D902-K – their other flagship
engine we’ll see at the end of October,
the D1105-K.
We’ll also see the V5009 – that was
crowned Diesel of the Year right at
Bauma Munich in 2019 – as well as
the micro-hybrid, the greenest incarnation
of Rudolf Diesel’s word in
the Osaka-based maker’s armoury
of weapons, adding to their openness
to e-fuels and HVOs. And their
unhidden penchant for hydrogen.
Not far from Munich, in Rusthorf,
there’s the same confidence in the
resources of the Diesel cycle.
Hatz will present the only engine
below 19 kW with a DPF – a
far-sighted choice, not the requirement
of any current emission regulation.
An addition that completes the upgrade
of three years ago, when
single-cylinder engines were seen
sporting an electronic livery. Hatz
will be increasingly geared towards
service. For example, Messe
München will be the stage for the
announcement of their Performance
Tracking service – working with
electronic engines via an electronic
module sending data to other fleet
management systems through a
standardized platform – as well as
the IoT dashboard designed for fleet
management. And we shouldn’t forget
Inecosys, with which Hatz has
been partnering over the last nine
months, merging competencies on a
demonstrator project that combines
Hatz’s experience with application
and Inecosys’ expertise in battery
electric transmissions.
Kohler has embarked on a journey
from engines to energy solutions.
But again the Diesel cycle will
maintain its strategic role in spite
of any “age limit” imposed by the
European Union. The application
for EPA type-approval of HVOs to
be used with the engines made in
Reggio Emilia (already considered
compliant in Europe) points in this
direction. Again on the internal
combustion front, a new version of
the hybrid to flank the HEM series
will be unveiled; it features direct
diesel-electric coupling which suits
applications such as aerial platforms
and telescopic handlers.
The version we’re going to see includes
clutch engagement between
the engine and the motor so that a
full-electric mode can be selected.
Now in our imaginary journey
we get back to Osaka, this time to
check out Yanmar. A whole different
story: despite the ongoing improvements
of their diesel engine
30
31

EVENTS
#VOLVOPENTA #ZF #BOSCHREXROTH #WALVOIL #HYDRECO #DUPLOMATIC
as well as of the after-treatment
package, the thirty-third edition of
the Bauma show will formalize the
Japanese engine maker’s switch to
electric. Batteries will take centre
stage as the keystone of their electric
architecture. The new battery
production plant in the Netherlands
is scheduled for completion by the
end of the year, and Yanmar is set
on a path towards becoming a system
integrator.
The last engine maker we’ll find at
the show booths for the customary
B2B meetings is Volvo Penta. After
the Volvo Group’s 2021 joint strategy
aimed at propelling the Swedish
company to the forefront of the
energy transition got frozen due to
the pandemic, the time has finally
come for their electric powertrain. A
solution that’s currently in operation
on a terminal tractor – namely under
a collaboration with Tico – whose
versatility and modularity are going
to be showcased at Bauma. But the
devotion to the alternative drives
philosophy goes beyond electrification.
Hydrogen engines and fuel
cells keep being developed, and so
do alternative fuels. These latter
have recently hit the news at the
Sweden Rock Festival, where nine
gensets equipped with a D16 have
run on a 100% HVO fuel. In Scandinavian
countries, HVOs are almost
exclusively made from forestry residues.
So much for the engine makers, now
we’re taking a preview of the component
manufacturers novelties. In
Germany, at ZF they have clear ide-
as. They’re presenting their electric
motor and transmission designed
for wheeled excavators from 5 to
10 tonnes, including inverters and
ECU. ZF’s voltage range stretches
from 48 to 650 Volts. Cross-system
communication makes it possible to
incorporate sensors, cameras or other
devices into the package.
They’re targeting CO 2
by lowering
fuel consumption by 30% – not only
on excavators – by providing enough
torque also at very low speeds. For
massive equipment, hydrogen is the
best solution, both for internal combustion
and fuel cells.
Bosch Rexroth’s Oil Control Division
developed compact directional
valves. For the first time, focus was
not on “metal” – meaning on the
product – but on connectivity and
software. Their aim is clear: diversification.
They’ll keep working on
hydraulics and more and more on
electronics and digitalization, and
they’re becoming an increasingly
electric company.
Now we’re crossing the Alps. In Italy,
Walvoil still believes in trade
fairs so they’re going to be at Sima,
Eima, Bauma Munich and Bauma
China (if not cancelled). Inspired by
the LS already featured on the vehicles
by Dieci, they’re providing
it in other forms and with other hydraulic
systems in mind. Again for
flow sharing – their core business
– they’ve created another product
platform: the FPX, allowing to recover
a portion of the energy used in
the hydraulic system. Exactly as the
LS, it enables mode selection. For
instance, using oil from the various
operations, under pressure, to generate
new voltage and charge batteries;
or even recovering oil to be used
for other functions, such as cooling
or operating an auxiliary valve. Depending
on system complexity, up
to 20 percent of the energy already
used can be recovered, which is a
good fit for electrification.
Hydreco (Duplomatic Group), a
candidate to a spot among the Daikin
stars, will present their 60 L pump
range at Bauma. Developed in Vignola,
province of Modena, they’re
strongly rooted in the Emilia region.
The hometown of tasty red cherries
is where the MS90 configurable distributors
range from 90 to 120 L is
produced. At the Parma plant – manufacturing
steel pumps and gears,
Group 1 and 2 are already being
manufactured, while Group 3 (up to
63 cc) is scheduled for end of summer;
it includes the possibility of a
cast iron lid for increased pressure.
The options include a low-noise
version, with inclined gears. OCS
cylinders for construction equipment
are made in San Cesario, near
Vignola, in the Italian motor valley;
they can be customized, chromed,
including balancing valves, up to
450 bar. A cast iron pump range is
manufactured in India, again with
mobile applications in mind; the
range covers 12 to 88 cc, peak pressure
of 360 bar, higher than for steel
pumps that can reach a maximum of
310 bar. Hydreco is in charge of the
“mobile” aspects, Duplomatic of the
industrial ones.
32
33

EVENTS
#IVECO #BLUENERGYMOTORS #INDIA
IVECO GROUP DAYS
BEYOND
FPT'S
SOUL
LOOK WHO’S HERE
Sporting the Iveco brand, we had the fully electric Daily
and the 7.2 fuel-cell Daily prototype boasting an integrated
fuel cell system. The S-Way was indeed there in its Plus
Autonomous Driving version. Natural Gas, Amazon version,
was also present; it can run on 100% biomethane and it is
fitted with the Driver Pal system. The Alexa Voice Assistant
can be used for route planning, checking maintenance and
requesting servicing. Plus, it provides traffic and weather
info. Nikola Tre in its battery electric version features a driving
range up to 500 km and a charging time of 100 minutes,
while the fuel cell version has an 800 km driving range and a
charging time of less than 20 minutes. The Magirus Wolf R1
is a fully electric vehicle designed for firefighting and rescue
operations. The Daily Access Methane Power, the E-way.
The Cursor 16 1000, the F28, hybrid version, the Industrial
Battery Pack and the Microvast module for commercial
vechicles and minibuses, holding promises for high energy
density, low battery weight and long life. The eAxle designed
for heavy vehicles guarantees high performance, efficiency,
reliability and a low TCO. Hythane concept is a system for
blending hydrogen developed jointly with Landi Renzo. Lastly,
e-Novia showcased their Yape, a solution for driverless lastmile
coverage. Yape can interact with the e-Daily thanks to
the onboard Driver Pal and Alexa devices.
The Beyond Iveco Group Days
mirrored Iveco Group’s corporate
identity. FPT Industrial
comfortably slipped into the
role of “playmaker” of a genuinely
automotive team, without, though,
abandoning its offroad nature. Latest
hot news include the agreement
with Blue Energy Motors on the first
LNG trucks hitting the roads in India,
powered by Bharat VI-compliant
N67 NG engines. We grabbed the
chance to be at the backstage events
held this July at the Officine Grandi
Riparazioni in Corso Castelfidardo,
Turin, set against a scenic bare masonry
backdrop that’s reminiscent of
the Venetian Arsenal. We sat down
with Sylvain Blaise, who took the
helm of FPT Industrial precisely in
October, 2021. Since then, Iveco
Group has started walking on its own
(and so has FPT) war has been ignited
on Europe’s eastern borders and
the European Union has launched
REPowerEU. So we took the opportunity
to hear what Mr. Blaise thinks
of EU’s plan.
FPT Industrial is the
powertrain soul of the
Iveco Group and it was
also at “Beyond”, the
event that showed its
drive for innovation.
The gas-powered
Cursor 13 arrives on
Indian trucks
Shall this be a consecration of biomethane’s
breakthrough role not
only in heating, but also in automotive
applications?
“The current geopolitical trends have
strongly revived the efforts towards
energy independence,” he says at the
outset. “I see an opportunity to speed
up the path we have taken, but if we
look at the plan, certainly it won’t be
able to meet all of Europe’s gas needs
in the short term. In the mid to long
term, instead, REPowerEU may indeed
accelerate the energy transition.
The gas used for transport is a small
fraction of the total gas consumption
in Europe, but I think that at least it
has become an item on the agenda.
Natural gas is in our DNA, we’re
leader in propulsion systems using
this fuel and we see it as an integral
component of the future mix. Even
when we take hydrogen into consideration,
we do it in terms of application
to internal combustion engines, based
on our know-how. To us it is a natural
evolution”.
Sylvain Blaise’s opening words before
the audience at Beyond defined
FPT as a “key enabler” of the energy
transition. In essence, his speech
touched on the four pillars of FPT
Industrial’s approach, that basically
overlap those of Cursor X: the future
is about multiple energy sources (natural
gas and biomethane, green hydrogen,
electrification, electric axles,
batteries), modularity, a multi-application
approach that’s “smart”. We
asked him to elaborate on that. What
should we expect? We can guess
he’ll be pretty satisfied with the inauguration
of the new electrification
plant in Turin. And indeed, “I’d like
to start from electrification,” says the
President of the Powertrain business
unit, “because we’re going to inaugurate
our electrification plant right
here in Turin. Plus, with Nikola we’ll
also have electric heavy vehicles, and
e-axles have been produced for some
months now. The plant has been entirely
renovated, because continuous
development is part of our history,
and it’s right there where our roots
and the ‘brain’ of our powertrain are.
That’s the backdrop for our state-ofthe-art
industrialization and the implementation
of Industry 4.0 and IoT
development processes. This plant is
going to be carbon neutral from day
one. We’ve got axles for heavy vehicles,
by the end of the year we’ll also
have electric Daily vans, and a 1.4
GW capacity battery line, plus a few
bus applications”.
Under the spotlight is the agreement
signed with Blue Energy Motors to
put into service the very first liquified
natural gas trucks driven by Bahrat
VI-compliant N67 NG. These engines
will be manufactured on Turin’s production
lines. We asked Anirudh Bhuwalka
– CEO of the Pune-based company
– to sketch out a rough picture
of the European, North-American and
Indian truck markets.
“The truck market in India is very
different than in Europe and North
America. In Europe and North America
trucks travel an average of 1200 km
a day; in India, the longest distance
covered by a heavy vehicle is 350 km,
which makes power requirements very
34
35

EVENTS
#FPTINDUSTRIAL #MICROVAST #AMAZON #ENELX #PLUS
PARTNERSHIP ARE KEY
Of the thick web of partnerships spun by the Iveco Group,
some are well-known such as the ones with con Nikola Motor
and Eni. We tackled the one with Blue Energy Motors and
we mentioned the cooperation with the Hyundai Motor
Company. But it’s worth remembering a few other names,
starting with Iveco Driver Pal, stemming from the partnership
with Amazon Web Services. We’re talking – it’s appropriate
to say – with a pioneering voice-activated travel buddy that
allows the driver to interact with the vehicle as well as with
other drivers through Amazon Alexa’s voice commands. The
partnership with Microvast reached a turning point in January
2022, with the announced creation of a full battery pack for
the low-floor Crossway for city and intercity transport. This
battery pack is going to provide the Crossway LE with up
to ten years of battery life. In late March 2022, the Group
signed a memorandum of understanding with Enel X exploring
opportunities to reap the full potential of electric mobility
for European commercial vechicles. With Plus – a leader in
self-driving transport vehicles – Iveco signed a memorandum
of understanding to jointly develop self-driving commercial
vehicles incorporating into the S-Way the whole vanguard
PlusDrive self-driving system.
different. In developing countries, the
power-to-weight ratio for diesel is
still much lower than in Europe and
North America. You must also take
driver comfort into account; India is
very different than Europe and North
America, where driver comfort standards
are much higher.”
Is the rush to electrification going to
bring production standards closer
to truck drivers’ needs?
“Batteries are batteries,” Bhuwalka
rightly points out, “you can fit them
indifferently on a European, American
or Indian truck. I think electrification
is going to help standardize
processes, because batteries are getting
the same on all markets, with the
only difference being that you need at
least 700 kW in Europe, while India
has lower power requirements. The
same applies to powertrains, they’re
also becoming standardized. The only
difference will still be cab size, it’ll be
more ‘entry-level’ on the Indian market.”
Lastly, a few side comments on the
N67 NG agreement on LNG trucks.
“Gas in India has been available for
quite some time now. So the change is
going to be about the introduction of
LNG. Basically, I think gas availability
won’t be an issue for us. Considering
gas supplies in the light of the current
geopolitical picture, one can see that
historically Europe has been getting
its gas through pipelines, while India
can secure very low prices, as we’re
not dependent on any pipeline. The
convergence of government policies,
the availability of infrastructures and
other factors needed to successfully
switch to gas all play in our favour. I
think it is only a matter of time, LNG
holds great potential for the years to
come and it will turn tables.”
What’s beyond NEF?
“For tractors in the 46 to 55 tonnes
range, the 6.7 L by FPT Industrial is
the ideal engine, a perfect combo of
right size, torque and power ratio. Indeed,
this engine must generate positive
running costs as compared to
diesel.”
Will it become a retrofit?
“We’re pioneering the use of liquified
natural gas in India, so we still have
to build a market for it. As time goes
by and as LNG is spreading, we’ll
also bring in aftermarket solutions.
This is going to be stage two of our
integration plans, we’re currently still
at stage one.”
The cooperation between Iveco and
Htwo – Hyundai Motor Group’s hydrogen
brand – completes this heavy
vehicle overview. With the well-proven
fuel-cell technology used on Hyundai
hydrogen vehicles, Htwo is expanding
the range of manufacturers it supplies
this system to. A note says Iveco Bus
is submitting applications to European
call for tenders on fuel-cell powered
buses using Htwo technology. Furthermore,
the recently announced plans to
relaunch bus production in Italy will
provide a further opportunity to manufacture
buses powered by Htwo fuel-cell
technology.
Domenico Nucera, President Bus
Business Unit at Iveco Group, said:
“Thanks to our partnership with a
leader in the industry such as Htwo,
boasting over 20 years of experience
in Hyundai’s hydrogen fuel-cell technology,
Iveco Bus can respond quickly
to our customers’ demand for zero
emission vehicles to be powered by
vanguard propulsion technology. We
started applying for public tenders on
hydrogen-fuelled buses and we’ll keep
going in the months to come, while we
also keep being at the forefront of energy
transition in the European mass
transportation sector.” Nucera adds a
few more comments on Iveco Group’s
choice to restart bus production in Italy.
Which provides him with a chance
to emphasize the Group’s internal synergy:
“Buses will be assembled in Foggia
(South Italy, editor’s note), where
we also have an engine production
plant”. That’s right where F1 engines
are produced and where smallest units
for mobile industrial applications are
also bound to take root. “ In the years
to come starting from next year, we expect
to reach a production of over 3
thousand low and zero emission buses.
If the market responds well, we’ll keep
producing 1 thousand units a year,”
he pointed out. “New lines at the Foggia
plant will also produce the most
advanced generation of battery electric
buses. I am very glad to say that
the R&D activities and production of
such batteries will take place here in
Turin, alongside the production of cutting-edge
methane, biomethane, diesel
and biodiesel engines,” he added,
specifying that “FPT will be in charge
of production”.
36
37

MARINE
#CANNES #MANENGINES #FPTINDUSTRIAL #VULKAN
CANNES YACHTING FESTIVAL
HOW
MUCH
ICE?
Above. At Cannes Massimo Perotti (left), chairman
and CEO of Sanlorenzo, and Gianluca Bononi
(right), deputy head of the Rolls-Royce Power
Systems marine business, unveiled the joint project
to pave the way for the yacht industry to move
toward sustainability.
Oh yes, it was hot, really hot, the
kind of heat that has an African
echo, and then there was
the usual triumph of buyers,
flip-flops and sunglasses. The excitement
was in the air, as high as the thermometer
line, and a stroll through the
motor engineers’ pavilion confirmed
the mood. We had announced it. The
V12X from MAN Engines unveiled
itself. With a thrust of the back which
is worth 10 percent of its total power,
the 30-litre left its all-time rivals, the
Caterpillar C32 and mtu’s V2000M96,
behind. The available hp to the 12-cylinder
engine became 2,200, and torque
went from 6,500 to 7,350 Nm. An advance
that cannot be justified solely by
the MPE, or some magic trick in the
combustion chamber and between the
lines of the software. There is a 5-litre
difference in displacement compared
to the previous V12. The alchemy is
quickly said: the stroke stands out for
those extra 10 mm, while 8 mm are
gained at the bore (AxC 138x165 mm).
And what has changed in the engine
block, apart from the cylinder size? In
the crankcase, the wall thickness has
been increased and the bolt connection
between the top and bottom parts has
been optimised. Furthermore, a different
crankshaft with larger diameter
mtu and the methanol
4000 Series, MAN
V12X, FPT Industrial’s
hybrid, Volvo Penta, AS
Labruna, SAIM Marine
bearings has been installed. The coolant
pump and thermostat housing are
also new. There is provided the option
of having an outer-skin cooling system
instead of the closed coolant circuit.
The cylinder head has been optimised
in terms of flow and cooling, as well as
the oil supply, thanks to the oil pumps
and coolers. We will talk about this engine
in more detail in the next comparison,
the most popular in these last few
years, which re-proposes the antagonism
amongst Cat, MAN and Rolls-
Royce. We will also discuss deeply
about mtu when reporting the full transcript
of the press conference. Methanol
was the real star, starting with
the agreement signed with Sanlorenzo
shipyard: an exclusive agreement
for yachts from 40 to 70 metres. The
4000 Series, converted to methanol for
that purpose, will power a Sanlorenzo
yacht, which should be launched in
2026. While ammonia is an increasingly
strong candidate for commercial
shipping, the alcohols option, in this
case green %70VPN methanol, is coming into
the limelight for yachts. This fuel is
produced using solar or wind energy:
the first step is to capture hydrogen and
synthesise it into methanol (CH 3
OH)
by using carbon and oxygen from the
air. Carbon in the form of CO 2
is released
into the air during combustion,
but not more than is taken up during
fuel production. As a result, the cycle is
carbon neutral. “In this way we create
a radically different yacht experience,”
stated Denise Kurtulus, Vice President
of Global Marine at Rolls-Royce Power
Systems. Minimising particulate
and nitrogen oxide emissions allows
the bottom of the hull to be freed from
the mortgage of the SCR. Since the energy
density of methanol is about half
of that of diesel, the fuel tanks must be
approximately twice as large. This is
considering its low safety requirements
since methanol isn’t toxic. Amongst
the engine manufacturers, FPT Industrial
told us about the hybridisation of
the C9 650 Evo, which is the result of
a collaboration with Vulkan. We can
here anticipate some facts about such
collaboration with Vulkan Hybrid Architect.
The architecture consists of the
aforementioned C9 650 Evo, a hybrid
clutch for engaging and disengaging
the thermal engine, an electric machine
composed of a synchronous permanent
magnet and an axial-flow electric motor,
a frequency converter, a marine
gearbox, a mechanical interface and a
vibro-acoustic isolation system. There
are four conventional modes of operation.
Starting from the E-Sailing,
which zeroes exhaust emissions during
manoeuvring and sailing, thanks to the
disengagement of the diesel engine by
the hybrid clutch. Then to the diesel
one, which synchronises the thermal
and electric parts and connects to the
shaft drive via the clutch. The power
developed by the diesel engine can
be used by the e-machine to power
on-board devices or recharge the batteries.
The Generator mode allows the
diesel engine to idle (with the gearbox
in neutral position) and generate power
through the e-machine when the boat
is in port or at anchor. When in Boost
mode the e-machine is powered by the
battery and this helps to operate the
shaft drive at a maximum speed.
38
39

MARINE
#ASLABRUNA #VOLVOPENTA #SAIMMARINE
AS Labruna gave an encore at the
Palais, after the 2021 edition, under
the signs of e-vision. “We are launching,
right here in Cannes, a range of
outboards up to 11 kilowatts with low
voltage, 50 Volts, and submerged motor,”
Massimo Labruna tells us. “This
feature gives the system a remarkable
simplicity of construction, the foot has
a very simple architecture, it has no
angle heads and no bevel gears. We
can equip these units either with manual
control or with separate steering,
for larger vessels. We can fit up to a
quad, for a total power of 44 kilowatts.
The batteries have a total capacity of
2.5 kilowatt-hours, with a continuous
discharge of 3C, namely 150 amps.
The autonomy is reduced, but by coupling
this solution with our hydrogen-methanol
fuel cells, we are able
to increase it significantly, even with
small battery packs.” At this point,
Labruna summarises some of the key
concepts of his “e-vision”. “For low
power boats, the option with an electric
motor, battery pack and fuel cell
is more than adequate. In this case
the range extender is the fuel cell. For
larger vessels it would be appropriate
to use ICE, which is currently powered
by diesel but, in the future, it will be
powered also by hydrogen and DME.
The sun belongs to everyone, so does
CO 2
. The ICE will have a long life, if
combined with alternative fuels. I consider
the 2035 deadline as a stimulus
to actively encourage the transition. I
strongly believe in micro-generation
to recover energy that would otherwise
get wasted. I would like to install
in the AS headquarters a generator
with an engine operating with DME,
feeding a battery pack to store energy,
and combined with solar panels. DME
currently costs a lot of money, despite
the fact that it comes from renewable
sources, thus allowing to close the CO 2
balance. In the future, I can also see
opportunities for multi-fuel ICEs”. In
conclusion, “one solution is to use excess
electricity to produce hydrogen,
instead of dissipating it. Then electric
mobility would take on another value”.
For Volvo Penta, just one year ago
Cannes was the setting to showcase
IMO Tier III solutions. The Swedish
company has recently launched a new
range of variable speed marine generator
sets. According to Gothenburg,
Volvo Penta is offering the range with
models starting from D8, 190 kWe and
running up to 545 KWe for the D16.
Adding to the range’s ability to improve
an operation’s sustainability credentials,
all Volvo Penta diesel engines
can run on HVO 100 fuel, instead of
standard diesel, to reduce fossil CO 2
emissions by up to 90 percent – providing
a robust and sustainable solution
for today. A typical installation sees a
modular series of variable speed marine
generator sets installed to power
electric drives with or without battery
packs. This DC grid system is easy to
upgrade with alternative power sources
and has fewer components, weighing
less – especially when compared
to batteries as the sole energy carrier
– making the vessel more efficient.
We concluded with Andrea Fabbri,
B.U. Marine Manager at SAIM Marine.
“The present? It’s already the
future,” Fabbri says, “starting with the
collaboration with Kohler, extended to
anything that is associated to the generator,
then the distribution, the automatic
parallel. The management system
concept changed in parallel with
the increased focus on comfort. Other
developments in this direction come
from the IoT, which creates a cluster
amongst all Saim products equipped
with a canbus output and communication.
The integration of this system,
which can be entrusted both to us and
the construction site, enables predictive
maintenance, thereby shortening
intervention times. It is the lowest
common denominator of all products
in SAIM Marine’s portfolio”. Moving
on to the electric alternatives, “we
reconfirm the SeaDrive electric pod,
presented last year in Genoa: a transmission
for medium-sized vessels that
also serves as an integration for boats
with endothermic engines. We have extended
the QS range. On display at the
SMM is the new three-phase propeller
with a diameter of 6100 mm for 1,400
kilos of thrust, for 60-metre yachts or
commercial hulls. At last, we are displaying
the variable-speed Dynamica.
The target, here at the Cannes Yachting
Festival, is the mid-high-end boat,
around 50 feet.” How about sailing
boats? “The sailing boat market is revitalising
after a few years of flat calm,
due to a significant shift from sailing
boats to engine vessels. The Dynamica,
the Mini 40, a compact 3,000-rpm
generator that can be installed amidships
between bulkheads, and the retractable
propellers, ideal for the hydrodynamics
of sail boats, are good
candidates for them”.
40
41

MARINE
#SMM #BAUDOUIN #WÄRTSILÄ #ROLLSROYCEPOWERSYSTEMS
SMM HAMBURG
A CLEAN
SHIPPING
SECTOR
BAUDOUIN AT SMM: NEW 6F21 ENGINE
At the SMM, French engine manufacturer Baudouin unveiled the 6F21.
This new 6-cylinder, 12.5-liter engine produces up to 735 kW/1000 HP,
enabling a best-in-class power density in a very compact and light original
marine design. The 6F21 includes a strengthened engine structure to
withstand high torque and a higher cylinder pressure well over 200 bar.
A two-stage turbocharger system is also fitted on the engine, along with two
intercoolers, and a high-end common rail system, operating at 2200 bar.
Every 6F21 engine also has optimized maintenance for low total cost of
ownership, and complies with IMO II and EPA III standards, with IMO III
and EPA IV following soon. The 6F21 is available in three duty ratings with
continuous compact power. This includes best-in-class for power output at
intermittent duty 599 kW/815 HP and light duty 662 kW/900 HP, and coleader
at the high-performance
rating delivering 735 kW/1000
HP. Steven Wang, Ceo at
Baudouin, says: “The 6F21 is
the first step toward a new
series of engines offering the
best power in the market. For
larger applications, we are
also preparing to expand the
burgeoning F series with an
8-cylinder 17L version of the
engine, coming later in 2022.”
The enthusiasm was palpable.
After a four-year wait, the international
maritime community
was finally able to meet for
a physical SMM in Hamburg again:
for four days, 2,000 exhibiting companies
and over 30,000 industry visitors
from more than 100 countries formed
the “United Nations of Shipbuilding”.
“There was an enormous sense of anticipation,
and expectations were high.
The more enthusiastic I am to see that
we have been able to confirm our status
as the leading global maritime trade
fair once again,” said Bernd Aufderheide,
President and CEO, Hamburg
Messe und Congress. The maritime
energy transition and the technologies
and expertise it requires, along with a
clear commitment to making the necessary
changes, were at the top of the
agenda throughout the fully occupied
exhibition campus and the accompanying
conference programme of
SMM. Retrofitting ships was one of
the key topics of this fair. The industry
is facing the enormous challenge
to retrofit its fleet of roughly 60,000
merchant ships progressively to make
them more eco- and climate-friendly.
The presence of political leaders at-
During the 30 th edition
of the flagship fair
the maritime industry
demonstrated its
commitment to tackling
the necessary energy
transition
tested to the special importance of
the shipping industry in the efforts to
achieve the climate goals. During his
tour of the exhibition, Kitack Lim,
Secretary-General of the International
Maritime Organization, IMO, was visibly
impressed by the range of innovative
technologies showcased. German
Chancellor Olaf Scholz, the honorary
patron of SMM, said in his video message,
the focus of this SMM on climate-friendly
technology was more
than welcome since “every innovation
in the maritime sector supports the
global economy as a whole”. The German
Federal Maritime Coordinator,
Claudia Müller, praised the motto of
the 30 th SMM, “Driving the Maritime
Transition”: “It perfectly describes the
challenges facing the maritime industry
today while demonstrating that we
Royce. The company is initially developing
methanol engines based on the
mtu Series 4000 and will launch them
on the market from 2026. The energy
density of this fuel is high compared to
other sustainable fuels, and its liquid
state makes it easy to store and refuel
at ambient temperatures. In addition
to reduced complexity, the more attractive
investment costs are another
advantage of the methanol tank system.
Rolls-Royce Power Systems is
already working on the development
of fuel cell systems for marine applications
and will launch its own mtu
fuel cell systems for main propulsion
and on-board power generation from
2028. It is Benjamin Oszfolk, systems
engineer at Fuel Cell Energy
Storage Systems Marine RRPS, to
illustrate this aspect: fuel cells poware
actively driving these changes.”
The industry has set its goal: achieving
climate-neutral shipping by 2050.
This calls for practicable solutions
from engineering firms, shipyards
and suppliers, but also from fuel
manufacturers. “As a marketplace
for innovations, SMM is an important
basis for investment decisions
of German shipowners. The focus
is on the climate-neutral transformation
of the maritime sector,” said
Martin Kröger, Managing Director
of the German Shipowners Association
(VDR). “We are communicating
about this with shipbuilders and suppliers
as well as experts around the
world, many of whom we can meet at
SMM in Hamburg.”
It is not by coincidence that SMM
is the international platform of the
maritime industry, from small startups
through to global market leaders.
For example, propulsion system specialists
Wärtsilä Voyage showcased
their new Fleet Optimisation System
(FOS). “This holistic platform for
data analytics, voyage planning and
fleet performance optimisation can
help shipping companies operate their
ships and fleets with optimum safety,
efficiency and sustainability,” explained
Sean Fernback, President of
Wärtsilä Voyage.
Engine manufacturer Rolls-Royce
Power Systems presented fuel cell
concepts, hybrid systems and engines
designed to operate on e-methanol.
“For the future, we are firmly committed
to this ship fuel which we want to
pioneer,” said Denise Kurtulus, Vice
President Global Marine at Rolls-
42
43

MARINE
#ABB #FPTINDUSTRIAL #VOLVOPENTA #MANENGINES
DEBUTS AT THE SMM
hibited a new semiconductor power
switch for safe, energy-efficient
next-generation direct-current systems.
Thorsten Strassel, Global Product
Manager at ABB, said: “SMM is
an ideal platform to present this innovative
technology in support of the
energy transition in the shipping sector.”
Renewable energies, battery storage
and smart grids are key factors in
making shipping more sustainable, he
added.
Retrofitting ships was one of the key
topics of this fair. One of the challenges
the industry faces is retrofitting
its 60,000 merchant ships stepby-step
to make them more eco- and
climate-friendly. An enormous market
for Europe’s supply industry is opening
up here, was the forecast given by
Stephen Gordon, Managing Director
ered by hydrogen do not produce any
harmful emissions, neither CO 2
nor
nitrogen oxides or particulates. Fuel
cells powered by green methanol emit
only small amounts of CO 2
due to the
required methanol reformer, but no
more than was previously bound in
the e-methanol and are thus operated
in a CO 2
-neutral manner.
Mecklenburgische Metallguss (MMG)
offer a portfolio of optimised-flow
ship propellers which are used by
shipowners such as Hapag-Lloyd to
retrofit a major portion of their fleet
in operation, enabling fuel and CO 2
savings of more than 10 percent. As a
symbol for the entire fair, a high-efficiency
MMG propeller was displayed
at the entrance to SMM to greet the industry
visitors.
The technology company ABB exof
Clarksons Research.
Inventions such as the Mewis Duct,
which earned the two shipbuilding
engineers Friedrich Mewis and Dirk
Lehmann the German National Environmental
Award during SMM week,
are significant contributions to climate
protection. The flow optimisation device,
which is sold by Becker Marine
Systems, has already saved more than
12 million tonnes of CO 2
worldwide.
SMM was again accompanied by
high-profile conferences covering
specific topics such as digitalisation
(Maritime Future Summit), ocean research
(Offshore Dialogue), as well
as security and defence (International
Conference on Maritime Security
& Defence). A conference which received
special attention this year was
the global maritime environmental
congress, Gmec: for the first time,
one of the panel discussions was open
to the general public. Environmental
campaigners and industry decision-makers
discussed the responsibility
of the shipping industry for climate
protection.
Apart from providing opportunities
for knowledge-sharing, the organisers
of SMM placed major emphasis
on networking formats, providing the
new Transition Stages as a new, dedicated
platform for exhibitors to highlight
their favourite topics. Additional
highlights included the Start-up Award
as well as the Maritime Career Market
where young talents were able to
make contact with interested potential
employers.
The next SMM will take place in
Hamburg from 3 to 6 September 2024.
FPT Industrial was for the first time an exhibitor at SMM Hamburg.
For its debut, coinciding with the celebrations to mark SMM’s 30 th
edition, FPT Industrial showcased an exclusive premiere on its
stand, alongside the latest additions to its marine propulsion lineup,
interesting new perspectives in the field of auxiliary engines.
Among the novelties, the C16 1000 marine engine, presented
for the first time in its Keel Cooling configuration, the C90 410
for medium- and heavy-duty commercial applications, and the
N67 450N Keel Cooling for pleasure-vessel and commercial marine
applications.
Volvo Penta presented its new range of variable speed marine
generator sets. This range (with models starting from D8, 190 kWe
and running up to 545 KWe for the D16) is a core part of Volvo
Penta solutions designed for hybrid and electric applications.
The variable speed marine generator sets make it possible to build
vessels with smaller battery banks and charge them while on the
move, which makes the switch to hybrid-electric marine propulsion
more cost-efficient and accessible today. This technology is already
being used by Volvo Penta customers, such as Swedish Transport
Administration and MHO-Co. All Volvo Penta diesel engines can run
on HVO 100 fuel, instead of standard diesel.
MAN Engines has focused on sustainable propulsion solutions
at SMM and presented two ways of reducing CO 2
emissions for
workboats. The MAN Smart Hybrid Experience enables sailing and
anchoring without any emissions, and with the dual fuel engine,
exhaust emissions can be noticeably reduced when operating on
hydrogen. The MAN Smart Hybrid Experience was first introduced
for yacht applications in 2021. Because it can be combined with
all MAN marine engines of the current D2862 (V12), D2868 (V8)
and D2676 (R6) series, it can also be used to upgrade the output
of engines for light, medium and heavy-duty applications in
commercial shipping. In addition, MAN Engines will present a dual
fuel hydrogen engine with SCR system. The first two engines of this
type were handed over back on 10th May 2022 for series operation
powered by hydrogen on a workboat. The MAN dual fuel hydrogen
engine is a twelve-cylinder diesel engine of the type MAN D2862
LE448 with 749 kW (1019 hp) at 2100 rpm. This was prepared by
MAN Engines for dual fuel operation and supplemented with a
hydrogen injection system from development partner CMB.Tech.
44
45

kWe - ONROAD
#BORGWARNER #BATTERY #PASSENGERCARS
kWe - ONROAD
#MARELLI #BATTERY #WIRES
BORGWARNER BMS
MARELLI WBMS
WEIGHT
Frédéric Lissalde, President
and CEO, BorgWarner, Inc:
“We are proud of the significant
progress we have made in
recent years toward embracing
sustainability in our culture and
advancing electrification efforts
in everything we do.”
IT'S
THE
SAVINGS
E-BRAIN
David Slump has taken over as
Marelli CEO and President of the
company after Beda Bolzenius
stepped down on January 6, 2022.
ible BMS technology is a step forward
for BorgWarner on our path to executing
our Charging Forward electrification
strategy,” said Stefan Demmerle,
President and General Manager, Borg-
Warner PowerDrive Systems. Borg-
Warner’s battery management system
for hybrid and electric vehicles contains
a master control unit connected
to multiple cell management control
units. It is designed to monitor the
state of charge, health and battery
temperature of each battery cell, and
also precisely measure battery pack
current and voltage. The distributed
B- and C-segment
cars as well as light
commercial vehicles
to be equipped by
BorgWarner BMS
beginning in 2023
B
orgWarner is increasingly focused
on the electrical infrastructure
of cars. A privileged
viewpoint for what will be
mirrored in industrial applications.
The Auburn Hills-based company’s
appeal to the automotive industry is
not limited to the West, as evidenced
by the supply of dual inverter units for
a Chinese automaker and high-voltage
hairpin (HVH) eMotors for a leading
electric vehicle brand in China. And
we report news just from May. And
now let’s talk about battery management
system. BorgWarner’s BMS has
been selected by a leading global vehicle
manufacturer to equip the entirety
of its B-segment, C-segment and light
commercial vehicle platforms. Initially,
model years from mid-2023 will
be equipped with the new BorgWarner
BMS technology, which optimizes
battery pack performance, safety and
life span.
“This OEM business win for our flexcell
management units also perform
cell balancing, which allows a higher
state of charge to be achieved, optimizes
battery lifespan and enhances
battery safety by preventing over- and
under-charging. The system is suitable
for battery applications that operate up
to 800 volts and also includes contactor
control and diagnostics.
The compact design of the BorgWarner
BMS makes a positive contribution to
weight saving and vehicle range goals.
By adopting a distributed configuration,
the master and cell management
controllers can be decoupled to allow
optimum flexibility in system layout
and weight distribution.
For electric vehicles, optimized efficiency
and performance is more important
than ever. BorgWarner’s electric
propulsion portfolio offers a range of
solutions and technologies, featuring
modular hardware and software platforms
that allow for scalable architecture,
packaging and system deployment.
M
arelli expanded its range of
battery management technologies
for electric vehicles
with a new Wireless
Distributed Battery Management System
(wBMS). This technology eliminates
the wired physical connections
typically needed in other BMS architectures,
allowing for greater flexibility,
increased efficiency, improved
reliability and reduced costs. This
solution is available from the second
quarter of 2022, to support customer
launches in 2024. The wBMS doesn’t
need any daisy-chain communication
and wiring by using wireless technology
to enable the communication between
batteries and control unit. Compared
to previous wired distributed
solutions, the new wBMS developed
by the company reduces the wiring
harness by 90% and simplifies the
battery cell construction and installation.
In particular, the wBMS reduces
complexity in the assembly and grants
more flexibility for battery modules
placement. The reduced weight due to
connectors removal allows for more
energy efficiency, thus increasing the
driving range of the vehicle with the
same charge. The solution also opens
up room in the battery pack to allow
larger batteries to fit, guaranteeing
versatility, scalability, optimization;
ultimately, under the right circumstances,
larger batteries also translate
to enhanced power performance and
again extended vehicle range. “Wireless
BMS is a real game-changer for
the automotive industry, eliminating
the need for the battery harness,
wires and connectors associated with
Marelli Wireless
Distributed Battery
Management System.
It reduces wiring
harness by 90%
the standard wired BMS systems,”
said Razvan Panati, Head of Power
Electronics Technology of Marelli’s
Vehicle Electrification Division.
“Marelli designed both the wBMS
and the Wired BMS with identical
base architectures, supported by two
different ways of communication and
interfaces. In that way our technology
can be applied across multiple vehicle
platforms with minimal change. This
flexibility of the solution guarantees
significant reduction in engineering
costs and allows Marelli to make this
high-end technology affordable for the
mass market.” The Marelli wBMS can
be delivered with a software application
layer that uses algorithms based
on a proprietary technique so-called
“Sensor Fusion”. The algorithms estimate
several crucial parameters of
each battery cell, to ensure an accurate
calculation of the battery overall
status, and informs the components of
the powertrain accordingly.
46
47

TECHNO
SIEMENS XCELERATOR,
DIGITAL TRANFORMATION
C
M
Y
CM
MY
CY
CMY
K
S
iemens strongly believes in the
need to simplify and make digital
transformation scalable. For
this reason, with an event broadcast
online, it presented an open digital
platform which, as the name itself suggests
(Xcelerator), aims to create an
ecosystem of partnerships to accelerate
the creation of value in companies
of all sizes in the sectors of industry,
transport, infrastructure and buildings.
The platform includes a complete
portfolio of hardware, software
and IoT enabled digital services from
Siemens and certified third parties and
an evolving marketplace to facilitate
interactions and transactions between
customers, partners and developers.
Roland Busch, President and CEO of
Siemens, said, “Siemens Xcelerator
will enable companies to embark on
digital transformation more easily,
quickly and at scale. By combining
the real world and the digital world,
through OT and IT technologies, we
allow our customers and partners to
increase productivity and competitiveness,
and make innovations scalable.”
The launch of Siemens Xcelerator, together
with the recent acquisition of
Brightly Software, and the expansion
of the partnership with Nvidia represent
important milestones in the strategy
of the German multinational. With
the launch of the new product, step by
step, Siemens will transform its entire
portfolio of hardware and software
solutions to make it modular, connected
to the cloud and built on standard
application programming interfaces.
To ensure high standards and deliver
value to all parties involved, sound
principles of technical and commercial
governance will be applied. Simultaneously
with the presentation of Xcelerator,
Siemens announced the launch
of Building X, the first new generation
offering designed and built within the
new platform. This is a new suite for
smart buildings that acts as a single data
source to eliminate complexity and
supports zero-emission goals, managing
energy, safety and building maintenance
in one place. Building X is an
open, modular and completely cloudbased
suite, with applications enabled
for artificial intelligence, strong connectivity
and integrated cybersecurity.
During the launch of the platform,
Siemens confirmed the growth targets
for the digital business announced on
the last capital market day, which envisage
a compound annual growth rate
of approximately 10 percent over the
business cycle. The digital turnover in
fiscal year 2021 was 5.6 billion euros.
48

THERMO KING PREMIERES
THE E-SERIES
A
t the IAA Transportation 2022
in Hanover, Thermo King, a
company active in temperature
control solutions in transportation
and a brand of Trane Technologies,
premiered the new E-Series all-electric
battery-powered refrigeration units for
light commercial vehicles (LCVs) between
3.5 and 7.5 tons. The new series,
presented in collaboration with Iveco,
is mounted on the new Iveco eDaily
zero-emission van. The new E-Series
will have a reduced impact on vehicle
range and provide our customers with
greater value, while contributing to a
50
TECHNO
#THERMOKING #IAA #JOHN DEERE #BAUMA
lower total cost of ownership. The new
E-Series units are connected and powered
directly from the vehicle’s battery.
To deliver optimum temperature control
performance with low power consumption,
the new E-Series features custom
designed, patented inverter technology
and a powerful hermetic variable speed
refrigeration compressor. The patented
power management and control system
intelligently optimizes the supply and
demand of energy in real time, minimizing
the impact on the vehicle’s battery
when it is on the road or out for a
delivery.
JOHN DEERE POWER SYSTEMS @ BAUMA MUNICH
John Deere at Bauma brings all the strings to its bow. The next
generation engine lineup includes the JD4, JD14, and JD18 (Diesel
of the Year 2021) as well as the Kreisel Battery Pack 63 (KBP63),
a modular battery solution that utilizes Kreisel Electric’s patented
immersion cooling technology. John Deere has plans to expand
its telematic technology offerings to John Deere-powered OEM
equipment through Connected Support.
POWERTRAIN
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POWER TO
MAXIMIZE
PRODUCTIVITY
More power with less complexity and less weight. The Cummins
B6.7 engine delivers the productivity you need to keep your
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and peak torque up to 1014 lb-ft / 1375 Nm, enabling
replacement of engines with higher displacement
with no impact on productivity.
Visit us at ConExpo 2023, Booth S84615.
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HISTORY
+
S E R V I C E
+
S U P P O R T
+
TECHNOLOGY
+
D I S T R I B U T O R S
CONNECTION.
IT’S WHERE THE REAL POWER LIVES.
IT’S WHERE THE REAL POWER LIVES.
There’s an unbreakable bond between John Deere products and
the people who choose them. It gives you the power to take your
equipment where it needs to go, with premium John Deere quality
standing behind you. And the power to work confidently knowing a
global network of more than 9,000 John Deere dealers are ready to
offer service and support whenever you need it. That’s the unique
connection you get with John Deere power.
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